Car-coupling



(No Model.) 2 Sheets-Shet 1. J. C. HUNSINGER.

GAR COUPLING.

No. 497,920. Patented May 23, 1893.

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J. G. HUNSINGER.

GAR COUPLING.

No. 497,920. Patented May 23, 1893.

Uivrrn STATES PATENT JACOB O. HUNSINGER, OF LAUREL, ASSIGNOR OF ONE-HALF TO JAMES N.

HUSTON, OF CONNERSVILLE, INDIANA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 497,920, dated May 23, 1893. Application filed March 15, 1893. $erial No. 466,062. (No modelJ T aZZ whom it may concern.-

Be it known that I, JACOB C. HUNSINGER, a citizen of the United States, residing at Laurel, in the county of Franklin and State of I11- diana, have invented certain new and useful Improvements in Car-Couplers; andIdo hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to certain new and useful improvements in car couplings of that class known as twin-jaw, and it consists in the novel construction and arrangement of parts hereinafter fully described and afterward definitely pointed out in the claims, due reference being bad to the accompanying drawings forming a part of this specification,

wherein-- Figure 1 represents a perspective view of my improved coupling in position upon a car; Fig. 2 a horizontal section of the same; Fig. 3 a vertical section illustrating two couplings coupled together; Fig. 4 a horizontal section illustrating two couplings in the act of being coupled together; Fig. 5 a perspective view, partially broken away, of one of the couplings; Fig. 6 perspective views or one of the slidinglatches; and Fig. 7 a plan and side view of the link employed to couple one of my improved couplings to the ordinary pin and link coupling.

Referring to the drawings the letter A indicates the draw head divided by a horizonside with a rounded projecting buffer head O and upon its other side with a correspondingly shaped recess, D, whereby when coupled together as shown in Fig. 2 the two draw heads will accurately match each other. Theinner faces 0 of the butter heads 0 are formed with plane surfaces and between said faces and cleats E secured to or formed integral with the partition 13 and the top and bottom of the draw-head are fitted and adapted to slide latches F, each of said latches at its outer end being beveled or rounded, as at f and slotted as at f, and near its other end is apertured, as at f for the purpose hereinafter made apparent.

G indicates a vertical shaft journaled in the rear and at one side of the draw-head and carrying levers g, g, which are rigidly affixed to said shaft, there being one of such levers for each compartment of the draw-head. The forward ends of the levers 6, g, rest in the apertures f of the latches F, and by partially rotating the shaft G, said levers will cause the latch es F to slide in and out of their bearings in the draw-head in a manner that will be apparent.

To the top of the draw-head is secured one end of a spring H the other end of which is bent downward and caused to bear against one side of one of the levers g,the spring being coiled at its center, as shown in Figs. 2 and 3 and exerting its force to constantly press the latches inward, as shown in said In order to limit the movement of the latches F the inner faces a of the buffer heads 0 are provided with inwardly projecting lugs c which project within the slot-ted portions f of the latches and arrest their inward movement.

Touncouple the draw-heads the following means are provided. To the upper end of the vertical shaft G is rigidly fixed a lever I to the end of which is secured one end of a rod t, the other end of said rod extending to the side of the car and suitably bent to form aloop or hand-hold. In order that the coupling may be operated from the top of the car I secure a rod J in suitable bearings which at its lower end is provided with a socket fitting over the squared end of the shaft G and provided at its upper end with a hand-wheel. The shaft G can thus be rotated from either the top or side of the car to retract the latches F and uncouple the draw-heads. The couplings are coupled together automatically by bringing the two cars together, the beveled ends of the latches F abutting against each other, as shown in Fig. 4, and force each other back until they have passed each other, when they will be sprung one behind the other, as clearly shown in Figs. 2 and 3, locking the two draw-heads together.

To enable the coupling to be used with an ordinary pin and link coupling, I provide a link K, shown in Fig.7. As shown said link Signs,

consists of a bar slotted atone end, as at k, and provided at its other end with a pin hole It, one side of the link being recessed, as at- W, to permit of the passage of the link about and beyond the rounded inner edge of the buffer head 0. The link is secured in the draw-head by means of a pin L which passes vertically through the draw-head by means of suitable apertures Z, and may be secured in either of the compartments to properly compensate for any difference that may exist in the height of the two draw-heads. In order that the link may at all times be held level I provide its inner end with two opposite off-sets k which prevents the link from dropping or sagging down in coupling.

Having thus described my invention, what I claim is 1. In a twin-jaw car coupling the combination with the draw-head, of a horizontal, sliding, beveled latch fitted in hearings in the front end and to one side of the draw-head, and a shaft carrying a lever engaging said latch, substantially as described.

2. In a twin-jaw car coupling, the eombination with the draw-head, of a horizontal, sliding, beveled latch fitted in bearings in the front end and to one side of the draw-head, a shaft journaled in the draw-head and carrying a lever engaging said latch, a spring bearingagainst saidlatch to couple the draw-heads, and means for rotating said shaft by hand to uncouple the draw-heads, substantially as described.

3. In a twin-jaw car coupling the combination with the draw-head A, of a horizontal sliding latch F, beveled as at f and slotted as at f and fitted in bearings in the draw-heads, the lug c projecting into the slotted end of the latch to formastop for the same, the shaft G carrying a lever g engaging the latch F, a

spring H bearing against said lever to couple the draw-heads, and means for rotating the shaft to retract the latch and uncouple the draw-heads, substantially as described.

4. In a twin-jaw car coupling, the combination with the draw-head A, of a horizontal sliding'latch F, beveled as at fat its other end and fitted in bearings in the draw-head, a stop 0 adapted to limit the movement of said latch, a shaft G carryinga lever g whose free end projects into the slot f of the latch F, a spring H bearing against said lever and acting to couple the draw-heads and means for rotating the shaft to retract the latch to uncouple the same, substantially as described.

5. In a twin-jaw car coupling, the combination with the draw-head A containing a plurality of hollow compartments a horizontal sliding beveled latch F fitted in bearings in each of said compartments and beveled and slotted as shown, a shaft G carrying a pinrality of levers g engaging the slotted latches, a spring bearing against one of said levers to lock the latches, and means for rotating the shaft to retract said latches, substantially as described.

6. In a twin-jaw car coupling the combination with the twin jaws and locking latches, of a link slotted at one end and provided with a pin hole at the other and recessed at one side as shown, the off-sets formed upon the opposite sides of one end of the link, and a pin for securing the link in the draw-head, substantially as shown and described and for the purpose specified.

In testimony whereofl afiix my signature in the presence of two witnesses.

JACOB O. HUN SINGER.

Witnesses:

AUGUST W GoHNER, FRANK X. WAGNER. 

